Automatic safety switching device



June 23, Y J GQNNARD a AUTOMATIC SAFETY SWITCHING DEVICE Filed July 5, 1935 Y 4 Sheets-Sheet 1 l l ll JUL/EN GO/V/VA RD I INVENTOR A TTORNE YS June 23, 1936. J. GONNARD AUTOMATIC SAFETY SWITCHING DEVICE Filed July 5, 1935 4 Sheets-Sheet 2 l HIE JUL/EN GONNA RD lNl/f/VTOR B muxwewca A TTOR/VE Y5 June 23, 1936. J,'G 2,045,133

AUTOMATIC SAFETY SWITCHING DEVICE Filed July 5, 1933 v 4 She ts-Sheet s JUL/EN GONNARD INVENTOR y 364%,fhz my, I ATTORNEYS June 23, 1936. J. GONNARD I 2,045,133

AUTOMATIC SAFETY. SWITCHING DEVICE A I r Filed July 5, 1953 1 4 Sheets-Sheet 4 JUL/EN GONNARD I INVENTOR By flaw 644m ATTORNEYS Patented June 23, 1936 UNITED STATES PATENT OFFICE Application July 5, 1933, Serial No. 679,093 In Germany July 18, 1932 Claims.

The invention concerns an electro-magnetic switching device, generally placed on a vehicle, permitting the automatic closing of the ignition, lighting or other circuits, such as: of an electric windshield wiper, signals, etc., and the operation by relay of the dash board apparatus, fuel feed, oil, etc., when the engine is started up, and the breaking of these circuits as soon as the engine stops.

At the same time this device causes the engine to be stopped and the circuits to be broken in case of a dangerous inclination or violent shock to which the vehicle, automobile, boat, aeroplane, etc., may be subjected and on which the engine is placed. In this way deterioration of the ignition devices is avoided and also the discharge of the accumulators, losses such as of petrol, oil, etc. should the switching-off of the current be omitted and, in addition in the case of overturning, capsizing or collision, owing to the ignition and other circuits being broken the risks of fire are to some extent eliminated.

The invention primarily involves the introduction of a second auxiliary induction coil, the primary of which is connected in parallel with the outgoing terminal of the safety switch or switching device on the one hand and on the other with the interrupting mechanism of the ignition coil, or in the case of ignition produced otherwise than by an ignition coil, connected between the outgoing terminal of the safety switch or of the relay switch controlled by the safety switch and an ordinary independent interrupting mechanism. One or other of these arrangements is usedin order that the installation of this auxiliary coil shall not influence the consumption, efficiency and functioning of the main ignition coil in the first place, and further to permit the construction of an independent auxiliary coil having characteristics properly determined in connection with a device termed for the present purpose an actuator which actuates the safety switch, the whole being adjusted for a fixed voltage and capable of being mounted on an engine having any type of battery ignition equally well as in the case of magneto ignition and also with engines of the Diesel type.

The invention also includes the use of a secondary current induced in the auxiliary coil solely when the primary current is interrupted and reconnected alternately by the existing interrupting mechanism, or by means of an auxiliary interrupter, and when the engine stops, ceases to operate an appropriate actuating device whose attractive force closes the contacts of a safety switch tending without operation of said actuating device to automatically open, which contacts are connected in series with the ignition circuit and the branch circuits which are to be broken. 5

The invention further includes a brake or controlmeans, which may be adjustable, arranged on the moving part of the actuator or of the safety switch, in order to modify the oscillations of the latter, to regulatethe attractive force, and to avoid injuring the contacts at the low breaking frequencies, particularly when starting up the engine and at reduced speeds. V

In addition, the invention involves arranging on the safety switch a device having two or several sets of contacts, preferably elastic, in order to absorb the vibrations which have not been sufiiciently braked or controlled, and brought into and out of operation at different intervals of time, thus making it possible to insert, during the time comprised between the first interruption and the one or more succeeding interruptions, one or several resistances for the purpose of limiting the intensity of the current interrupted by each of the contacts'in order that (at the instant when the primary circuit of the auxiliary coil is broken by the safety switch) the induced current, which is generated in the secondary winding by reason of the sudden opening of the circuit, may be prevented from taking on a'high value. causing a further functioning of the actuator, which might provoke a premature operation of the switch and lead to a series of ill-timed openings and closings of the circuits, causing the destruction of the contacts and having the opposite effect of that desired.

The invention contemplates having in the auxiliary circuit feeding the receiver which actuates the safety switch, a special contactorarranged to function in accordance with variations of incli- 40 nation or by percussion, thus making it possible to short circuit or to interrupt the secondary circuit of the auxiliary coil, in order to annul the effects and to permit the safety switch to break the circuits.

In the invention a normally open contact button is also arranged in series in the circuit be-' tween battery and coils, which can be fitted with locking means against theft, operated either by a key or by a secret combination which can be worked by hand, by relay, by the starting switch or by any other means intended'to send the current momentarily directly into both the ignition circuit, the circuit of the auxiliary coil and into the other circuits, if any, in order to ensure the coupling of the safety switch, which operates to close automatically as soon as the engine rotates. An indicating lamp or a similar device can be connected in parallel by means of the mentioned contact button in order to indicate, by its illumination or extinction, or in some other way, the open or closed condition of this contact button. A catch, or any other similar known device, could be usefully arranged on the contact button in order to keep it closed during the time necessary for the driver to start up his engine by hand or, in the case of any damage to the mechanism of the safety switch, in order to ensure the circuits being provided with current, as its closed position cannot cause any trouble in functioning; while the same applies to the safety switch owing to its being fed by secondary currents of negligible intensity; in this case the normal effect of the safety switch only is omitted.

The safety switch device, according to the present invention, is shown on the accompanying schematic drawings given as illustration, and which may equally serve as constructional examples of one of the forms carrying out the main object of this invention.

a In these drawings- Figures 1 and 2, essentially schematic, show the electric circuits used to operate the device according to the invention; Figure 2 being a variation of the arrangement shown in Figure 1.

Figure 3 shows, in half longitudinal section, and on a much enlarged scale, a practical arrangement of the device.

Figures 4 and 5 are, respectively, views in section of a plan and elevation of the brake or control device.

. Figure 6 is a section in plan of the receiver for the automatic safety switch.

Figures '7 and 8 are schematic views of a constructional arrangement having two elastic contacts, the opening of which occurs at two different times, and also of the resistance connected between the two contacts.

Figure 9 is a schematic view of a safety contact'or used in Figures 1 and 3, showing the different positions which can be taken up by a ball which is included.

The same reference numerals indicate the same or corresponding parts throughout.

In the schematic drawings, where there is no limiting feature, the figures shown have certain parts in common.

In Figure 1, the current leaves the battery at 2, passes through the main switch 3, goes to one of the contacts 56-01? the contact button 4 as well as to the feed contact at the pivot I of a safety switch I, which is normally held open by the spring 9. When starting up, at the same time as the engine is started, either by the self-starter or by hand, if the contact button 4 is pressed toward contacts 56, it also contacts with a pilot contact 5 and the indicating lamp 6 lights up, while the current goes to a main ignition coil iii, to an auxiliary induction coil I9 as well as to the branch circuits if any, flows through the primary windings 20 and 2| of the ignition coil l8 and auxiliary induction coil l9, respectively, the other ends of which windings are periodically connected to and disconnected from the frame indicated at l by means of interrupting mechanism, indicated at 25 and functioning in synchronism with the engine, ignition takes place at once and the engine involved rotates normally. The secondary winding 22 of ignition coil I8 leavesby terminal 24 and is connected to the sparking equipment of the engine as usually is the same. Obviously the known inductive phenomena produced in the auxiliary coil l9, give rise immediately in the winding 23 to an induced current, which passes through an actuator winding I! of an actuator I 5, forming a magnetic driving couple which attracts the plunger 8 of the armature of the switch I and causes the closing of the elastic contacts ID with fixed contacts ll. At this moment the safety switch 7 is itself excited to operate and ensures the supply to the circuits after the release of the contact button 4, which is no longer required to close any circuits, as automatic operation has begun.

A special safety contactor device 26 is con- 5 nected in parallel with the secondary circuit 23 of the auxiliary coil l9, and includes opposite circular metallic walls forming two sets of electrodes 21 and 28 insulated from one another, between which a free metallic ball 3! can move in 0 accordance with the inclination of the vehicle or vessel equipped with the present apparatus when turned in one direction or the other and through an angle determined by the form of the construction, and will tend to make contact with the two 25 electrodes 27 and 28, as particularly shown at 34 (Figure 9), so as to short circuit the winding 23 of coil l9 (Figure 1), as well as cut out the current feeding the coil I! of the actuator 15, and cause the release of the safety switch I. When 30 the vehicle or boat provided with the present apparatus is again returned to an upright position, the ball again rolls down to its position of rest. In the case of a violent shock, capsizing etc., on the part of the vehicle, whether its posi- 35 tion is vertical or inclined, the ball 3|, owing to its inertia and to the conical shape of the lower electrode 27 and the upper electrode 28, will be thrown to the top of the safety contact apparatus 26 and will be caught by the interior partitions 40 or cones 21, 21" finally coming to rest in the central cell as particularly shown at 34' (Figure 9), also cutting out actuator winding l1 and thereby bringing about the opening of the safety switch 1. When the ball is occupying this latter 5 position, which can only be the case as the result of a serious accident, in order to release it, it is sufficient to raise the stem 33 having a movable central cap or head 29, when the ball will be returned to its place at the bottom of the 50 lowerdished electrode 27.

The surface of the partitions are preferably made corrugated as shown at 26' on conical member 26 in Figure 3, spaced apart by members 30 and notched, fitted with teeth or other de- 55 vices for the purpose of forming cells, and to ensure the stability of the ball and improve the contact when this latter short circuits the two electrodes, and finally to act as a control on its circular movements, which may be caused by centrifugal force as the result of a gyratory movement of the vehicle from head to tail, for example. The terminals 44 are connected to the circuits which it is intended to open by operation of the device, the current being primarily supplied by the battery 55.

It may be added that a permanent short circuit of the two electrodes 21 and 28 by the ball 3| in no way affects the supply of current to the circuits, which is continued by the contacts of the button 4 when in the closed position.

At the instant when the shiftable safety switch I is released, it will swing upward on its pivot 1 and the contacts 10 and II separate, the current flowing in thecircuit becomes limited by a resistance 2 introduced between contacts I, and it is then finally broken by the contacts III.

In case the engine of the vehicle involved should be accidentally stopped, whether the contacts of the switch are open or closed, the inductive phenomena being immediately absent, the driving couple of the actuator I5 disappears and the safety switch 1 opens.

The current set up in the winding l1, and which is only produced during the short instants of opening and closing of the contacts of the typical make-and-break mechanism, indicatedat 25, is not constant at low speeds, and the same applies to the driving couple, and it is possible to regulate it primarily by means of a braking effect provided by a control device I3 which is provided in a vessel 45 with a suitably viscous liquid and has a regulator 46 shown in detail in Figure 4 for controlling a movable brake vane '41 in said viscous liquid moving with switch This makes it possible, by varying the speed at which the liquid flows between the two faces of the moving vane 41, to regulate more or less the braking force exerted upon said vane in order to control within limits, movements of switch I, and in order to retard the release of the safety switch I, a membrane 48 is mounted on an aperture 41 of the vane 41 forming a valve which tends to open when the driving couple acts and to close at the instant when the inverse couple is produced by the returning spring 9 (Figure 1). The control is also effected in part by mounting the contacts ID on elastic supports in order to ensure the best contact in spite of the vibrations caused by the variable driving couple on the actuator.

As may be noted in Figure 9, 34' indicates positions assumed after the ball 3| has acted by percussion in the contactor device.

Figure 2 is a variation of the arrangements described in connection with Figure 1, in which certain parts are replaced by others and the description below will be of assistance in following the path of the current in the circuits.

(1) The auxiliary coil or transformer 62 has its coil 58 connected alone in series with an interrupting mechanism 25, which may be necessary and is therefore auxiliary when the safety switch is mounted on a vehicle not having coil ignition, but on which different circuits have to be connected up at starting and broken when the engine stops or as the result of an accident.

(2) The actuator I6 may be, for example, an electromagnetic device having a winding 51, or any other known actuating device capable of producing oscillation of switch by means of direct magnetic attraction or by interposed mechanical means of known type. For example, a possible variation would be to utilize an actuator in which the secondary current of the auxiliary coil causes, by heating, the lengthening or increase in volume of a body of appropriate composition and shape, capable as in the case of a thermostat, of closing or opening the safety switch either directly or through a relay.

The winding 51 of actuator I6 is connected to the secondary coil 59 of transformer 62.

It would also be possible to use the available current, amplifying it by a thermionic valve, in order to render it possible for the current thus amplified to actuate directly or by means of a relay, a powerful actuating device capable of operating a heavy duty safety or cut out switch serving the purpose of switch I. V

(3) The brake or control device I4 is in this case' (Figure 2) formed by a piston moving in a pump body.

(4). The contactor device 35 is intended to function solely by percussion, as in the case where the safety device is mounted in an aeroplane. It consists of a hollow metallic sphere 36, preferably in two pieces, forming the external electrode; inside of which is a second heavy metallic sphere 31, maintained equidistant from sphere 36 by a mounting passing, with a suitable amount of play, through the walls of said sphere 36, and carried by a system of suspension which may include support members 38, 38 and spring or mem--- bers 39, 39, so that it can be displaced in all directions, the rigidity of which suspension may be regulated in such a way as to permit contact of the two spheres 36 and 31 forming electrodes of difierent polarity in order to close the circuit following a shock of a predetermined force at any angle. In order to ensure instantaneously a perfect contactbetween the two electrodes after the contactor has, functioned, it is proposed to furnish the interior of the hollow sphere 36 as well as the exterior of the solid sphere 37 with a coating formed of metallic needles which can engage with one another at one place or the other, or with any other suitable device protected by an envelope 54. The internal sphere 3'! can be returned to its central position, after functioning, by a device not shown, or by the suspension means.

(5) In Figure 2, the safety switch actuated by the actuator I6, is not arranged to break the total current circulating in the coil circuits and branches, but only the minimum current necessary to actuate one or more relays, either by connecting, disconnecting or using other known principles, fed by a branch from the current of the circuit in question or of any other external circuit, in order to enable a switch 42 to be used, pivoted at 42 and capable of carrying heavy currents and to ensure the closing and opening of the contacts 43 and 60 with the numerous branch circuits 64, the switch 1 opening or closing the contacts 6| and 63.

(6) The auxiliary coil or transformer 62 is on a closed magnetic circuit.

With the method of mounting shown in the diagram, the safety switch could have the simple contacts BI and 63, but actually their opening disconnects from the frame I the winding 4| of a relay 40 of the switch 42, the contacts 43 and 60 opening and breaking the circuits as well as the supply to the other end of the winding 4|, which is taken off from the contact 43 where the current leaves the switch 42, the winding 4| of the relay 40 will be completely isolated while the abrupt breaking of the switch 42 causes, following the inductive phenomena already mentioned, the functioning of the safety switch. leading to the closing of the contacts 6| and 63, which will connect to earth at for example, the winding 4| of the relay 40, but this relay will not be able to function, the other end of its coil 4! being cut out of the circuit, and the switch 42 will be unable to close.

It should be mentioned that winding 23 is not normally shunted by 31 for, 31 is virtually an insulated electrode capable of being displaced with relation to its vertical axis, and is normally maintained between the contacts 36. Transformer winding 23 is therefore shunted only in consequence of a shock by impact. This apparatus is intended for mounting on an airplane and for operation on land in case of'forced landing or accident.

It might also be mentioned that-contacts 43 and ID are open when the relay 4| or the safety circuit breaker operates or when it is not yet connected, and during such brief moments the winding or coil 2| is not connected to the battery 2. Coil 2| is, on the other hand, connected to the battery when the circuit breaker 4|, 42 is in active operation, contacts 43 and It! being then closed, or at the initial putting into service of the circuit breaker 4|, 42 upon momentary closure of the manual circuit breaker 4.

Figure 3 is a general vertical elevation, half in section, of an assembly of parts forming a complem safety switch device, such as indicated schematically (Figure 1), and at I9 can be seen the auxiliary induction coil; at IS the actuator and safety switch, at 26 the safety contactor, at 49 the terminal through which the current is supplied, at 50 the base, at 5| the bars supporting the apparatus, at 52 :the casing, at 53 a closing cover screw for the casing.

The form and dimensions of the safety switch device may of course be varied without this altering the general arrangement of the invention which has been described. Thus condensers, which are not indispensable to the functioning of the invention and not shown on the drawing, of suitable capacity could be installed according to the known technique for shunting the windings in order to compensate their selfinduction as well as being connected across the contacts to reduce sparking.

Hence, it is evident that when a vehicle or boat or even an aeroplane is equipped with the automatic safety switching device embodying the present invention, in case of accident or dangerous inclination of the vehicle or craft involved, or if the operator fails to turn off the ignition current after such vehiclemay have come to rest, the invention will automatically cut off the current and open all circuits involved, thus eliminating the danger of fire, damage to the circuits and associated instruments, as well as waste of current. While Figure 1 outlines the form suited for vehicles having an ignition coil, Figure 2 shows a similar device wherein certain parts are substituted by others serving similar purposes as those in Figure 1, when no ignition coil is used but instead a magneto or the like, nevertheless the devices in both views are based on exactly the same principles so that they are essentially the same invention for the present purpose.

Manifestly, other variations may be resorted to and certain parts used without others or substituted by those more suitable to the particular conditions encountered to any extent within the scope of the invention.

What I claim and desire to secure by Letters Patent of the United States is:-

1. A safety switch device for ignition circuits of internal combustion engines and other branch circuits, comprising a feeding battery, an ignition circuit fed by said battery, a main induction coil having the primary winding thereof connected in series with said ignition circuit, an auxiliary induction coil having the primary winding thereof connected in parallel with the primary winding of the main induction coil, an electromagnetic actuator having a winding connected in series with the secondary winding of said auxiliary induction coil, there being a circuit breaker in said ignition circuit, a movable switch member arranged in series with said ignition' circuit and .operatdby said electromagnetic actuat0r,.contact means in said ignition circuit disposed adjacent to said switch member so thatwhen the electromagnetic actuator is energized from the auxiliary induction coil, the switch member is drawn into closed position on said contact means so as to close the ignition circuit.

2. A safety switch device according to claim 1, wherein a shunt circuit is connected in parallel with the switch member and contact means and is provided with a manually depressible circuit closer controlling said shunt circuit.

3. A safety switch device according to claim 1, wherein the movable switch member has two distinct contact members, and the contact means cooperating therewith comprise two stationary spaced contacts interconnected by a resistance circuit, the two stationary contact members individually cooperating with the contact members on said movable switch member.

4. A safety switch device according to claim 1, wherein a contact device which is divided into two conical metallic members spaced apart is connected in parallel with the secondary winding of the auxiliary induction coil with each cone individually connected to one of the terminals of said secondary winding and to one of the terminals of the winding of the electromagnetic actuator, there being additional spaced metallic partitions within one of said conical members connected to the same so as to be of the same polarity, and a metallic ball confined within said conical members and normally held inactive in the same by the force of gravity but adapted, when displaced to electrically interconnect one conical member or its partitions with the other conical member to short circuit and prevent operation of said actuator.

5. A safety switch device for ignition circuits of internal combustion engines and other circuits, comprising a battery having a battery circuit connected thereto, there being a circuit breaker connected in said circuit to periodically break the same, a manually operable circuit closer interposed in said circuit to manually close the same momentarily at will, the circuit to be broken being connected in series with said circuit breaker and initially controlled by said manually depressible circuit closer, an electromagnetic actuator having the terminals of the winding thereof connected to contact pieces and one terminal thereof being connected to said circuit intended to be broken the one contact piece to which said one terminal is connected being associated with said circuit breaker, a switch member connected to said battery and actuated by said actuator to make contact with said one contact piece in order to shunt said manual circuit closer, a second contact piece to which said one terminal of said actuator winding is connected being associated with said switch member, a transformer having one winding thereof interposed in the circuit between a third contact piece associated with the manually operable circuit closer and said one contact piece associated with said circuit breaker on the one hand, and said second contact piece associated with said switch member, so that said transformer is controlled by the manual circuit closer or the movable switch member, a second electromagnetic actuator having a winding connected to the terminals of the second winding upon said transformer, a second movable switch member connected to a portion of said battery circuit and operated by said second actuator so as to make contact with the second of said contact pieces in order to lead off a portion of the current from said battery, and a contact device including a. plurality of spaced metallic members connected to the terminals of the winding upon said second actuator and. adapted to short circuit said winding and render said actuator inactive upon being subjected to a violent movement or inclination of the vehicle upon which the apparatus is disposed.

JULIEN GONNARD. 

